Supporting assembly for suspension and all-terrain vehicle suspension structure

Abstract

The utility model discloses a supporting assembly for a suspension and an all-terrain vehicle suspension structure. The supporting assembly comprises a supporting piece, a connecting component and a steering assembly. The steering assemblies are staggered relative to the supporting pieces. The steering assembly is provided with a fixed part and a rotating part capable of rotating relative to the fixed part; the connecting component is used for connecting the fixing part of the steering assembly to the supporting assembly; the steering part of the steering assembly is used for being connected with a hub assembly. The mode that the adjusting pin and the steering pin are separated is adopted. The caster angle and the inward inclination angle of the rotating part of the steering assembly are both small, the steering resistance is small in the running process, and when steering is needed, the steering force is light.

Description

Technical Field

[0001] The utility model relates to the field of vehicle frames, in particular to a suspension support component and an all-terrain vehicle suspension structure. Background Art

[0002] Existing all-terrain vehicles use a traditional suspension structure, in which the wheels move around the kingpin axis during steering and tire bouncing. In order to improve driving stability and maintain the directionality of the vehicle, the kingpin castor angle and inclination angle need to be increased, but the consequence of this is that the steering force is larger during driving, and a larger steering force is required when turning.

[0003] In addition, due to the space for the kingpin shaft arrangement, there is a kingpin offset, which cannot be eliminated due to space limitations. This offset will also increase the steering force and affect the driving comfort performance; 2. When the traditional suspension encounters a bumpy road, due to the unevenness of the road surface, the obstacles on the road surface will be transmitted to the driver's hands through the steering pin, affecting the driving comfort. If the kingpin inclination angle and caster angle are reduced for steering comfort, it will inevitably affect the driving stability. In order to solve the above problems, a suspension support component and an all-terrain vehicle suspension structure are provided. Utility Model Content

[0004] In view of the shortcomings of the prior art, the utility model proposes a suspension support assembly and an all-terrain vehicle suspension structure, wherein a specific technical solution of a suspension support assembly is as follows:

[0005] A support assembly for a suspension, characterized in that:

[0006] It includes a support member, a connecting member and a steering assembly;

[0007] The steering components are arranged staggered relative to the support members;

[0008] The steering assembly comprises a fixed portion and a rotating portion capable of rotating relative to the fixed portion;

[0009] The connecting member is used to connect the fixed part of the steering assembly to the supporting member;

[0010] The steering part of the steering assembly is used to connect with the wheel hub assembly;

[0011] The fixed portion of the steering assembly can rotate relative to the support member;

[0012] The steering assembly comprises a steering sleeve and a steering pin, wherein the steering pin is inserted into the steering sleeve, and the steering pin and the steering sleeve are connected via a bearing, wherein the steering sleeve is a fixed part of the steering assembly, and the steering pin is a rotating part of the steering assembly;

[0013] The support member includes a support sleeve and an adjustment pin;

[0014] The adjusting pin is connected in the supporting sleeve via a bearing;

[0015] The connecting member comprises a first connecting member and a second connecting member;

[0016] The first connecting member is a Z-shaped structure, the right end of the first connecting member is fixedly connected to the upper part of the steering sleeve, and the left end of the first connecting member is fixedly connected to the upper end of the adjusting pin;

[0017] The inner end of the second connecting member is connected to the lower end of the steering sleeve, and the outer end of the second connecting member is fixedly connected to the lower end of the adjusting pin.

[0018] Among them, a specific technical solution of an all-terrain vehicle suspension structure is as follows:

[0019] An all-terrain vehicle suspension structure, characterized in that:

[0020] It includes a suspension swing arm, a shock absorber assembly, a shock absorbing rubber assembly, and a support assembly for the above suspension;

[0021] The inner end of the suspension swing arm is hinged on the shock-absorbing rubber assembly, and the two outer ends of the suspension swing arm are respectively provided with a group of suspension support components, and the shock absorber assembly is connected between the suspension swing arm and the vehicle frame.

[0022] In order to better implement the utility model, it can be further provided that: the lower end of the steering pin is used to connect the wheel hub assembly, and the inner end of the steering knuckle arm is connected to the upper end of the steering pin;

[0023] The steering shaft drives the steering center arm to rotate, a steering tie rod is connected between the steering knuckle arm and the steering center arm, and the outer end of the steering tie rod is hinged to the outer end ball head of the steering knuckle arm;

[0024] The steering center arm drives the steering knuckle arm to swing through the steering tie rod, and the steering knuckle arm drives the steering pin to rotate.

[0025] The beneficial effects of the utility model are:

[0026] The adjustment pin and steering pin are separated. During driving, the suspension swing arm is driven by the up and down bouncing of the tire. Due to the existence of the adjustment pin, the driving performance remains unchanged. At the same time, due to the existence of the steering pin, when the vehicle encounters bumpy roads, the wheel transmits the resistance to the steering rod through the steering pin, and then transmits it to the steering shaft through the steering rod. Since the layout angle of the steering centerline is reasonable at this time, the caster angle and inclination angle of the steering pin are small, the steering resistance is small during driving; and when steering is required, the steering force is relatively light. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a schematic diagram of the structure of the support assembly for the suspension;

[0028] Figure 2 It is a first schematic diagram of the suspension structure of an all-terrain vehicle;

[0029] Figure 3 is a second schematic diagram of the suspension structure of an all-terrain vehicle;

[0030] The accompanying drawings in the figure are described as follows: support sleeve 1, adjusting pin 2, steering sleeve 3, steering pin 4, first connecting member 5, second connecting member 6, suspension swing arm 7, shock absorber assembly 8, shock absorbing rubber assembly 9, wheel hub assembly 10, steering shaft 11, steering center arm 12, steering knuckle arm 13, steering tie rod 14, and steering column 15. DETAILED DESCRIPTION

[0031] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0032] In the description of the present utility model, it should be noted that the terms "vertical", "upper", "lower", "horizontal" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the drawings, and are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific position, be constructed and operated in a specific position, and therefore cannot be understood as limiting the present utility model. In addition, "first", "second", "third", and "fourth" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0033] like Figure 1 As shown:

[0034] A support assembly for a suspension comprises a support member, a connecting member and a steering assembly.

[0035] The steering components are staggered relative to the supporting components, and the fixed parts of the steering components can rotate relative to the supporting components.

[0036] Specifically, the support member includes a support sleeve 1 and an adjustment pin 2;

[0037] The adjusting pin 2 is connected in the supporting sleeve 1 through a bearing.

[0038] The steering assembly has a fixed portion and a rotating portion that can rotate relative to the fixed portion. The steering portion of the steering assembly is used to be connected to the wheel hub assembly 10 .

[0039] The steering assembly includes a steering sleeve 3 and a steering pin 4. The steering pin 4 is inserted into the steering sleeve 3. The steering pin 4 and the steering sleeve 3 are connected via a bearing. The steering sleeve 3 is the fixed part of the steering assembly, and the steering pin 4 is the rotating part of the steering assembly. The wheel hub assembly 10 is connected to the lower end of the steering pin 4.

[0040] The connecting member is used to connect the fixed part of the steering assembly to the support member;

[0041] Specifically, the connecting member includes a first connecting member 5 and a second connecting member 6;

[0042] The first connecting member 5 is a Z-shaped structure, the right end of the first connecting member 5 is fixedly connected to the upper part of the steering sleeve 3, and the left end of the first connecting member 5 is fixedly connected to the upper end of the adjusting pin 2;

[0043] The inner end of the second connecting member 6 is connected to the lower end of the steering sleeve 3 , and the outer end of the second connecting member 6 is fixedly connected to the lower end of the adjusting pin 2 .

[0044] Among them, Figure 2 and Figure 3 As shown, a specific technical solution of an all-terrain vehicle suspension structure is as follows:

[0045] An all-terrain vehicle suspension structure includes a suspension swing arm 7, a shock absorber assembly 8, a shock absorbing rubber assembly 9, a wheel hub assembly 10, and the above-mentioned suspension support assembly;

[0046] The lower end of the steering pin 4 is used to connect the wheel hub assembly 10, and the inner end of the steering knuckle arm 13 is connected to the upper end of the steering pin 4;

[0047] The inner end of the suspension swing arm 7 is hinged on the shock-absorbing rubber assembly 9, and the two outer ends of the suspension swing arm are respectively provided with a group of suspension support components, and the shock absorber assembly 8 is connected between the suspension swing arm and the frame.

[0048] The steering column 15 is located above the suspension swing arm 7. The steering column 15 is a hollow structure. The steering shaft 11 is inserted into the steering column 15. The steering shaft 11 is used to drive the steering center arm 12 to rotate. A steering tie rod 14 is connected between the steering knuckle arm 13 and the steering center arm 12. The outer end of the steering tie rod 14 is hinged to the outer end ball head of the steering knuckle arm 13. The steering center arm 12 drives the steering knuckle arm 13 to swing through the steering tie rod 14, and the steering knuckle arm 13 drives the steering pin 4 to rotate.

[0049] During driving, the suspension arm 7 is driven by the up and down bouncing of the tire, and the driving performance is kept unchanged due to the existence of the adjusting pin 2. At the same time, due to the existence of the steering pin 4, when the vehicle encounters a bumpy road, the wheel transmits the resistance to the steering tie rod 14 through the steering pin 4, and then transmits it to the steering shaft 11 through the steering tie rod 14. Since the steering components are staggered relative to the supporting components, the arrangement angle of the steering center line is reasonable at this time, the caster angle and inclination angle of the steering pin 4 are small, and the steering resistance during driving is small.

[0050] It is obvious to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the present invention can be implemented in other specific forms without departing from the spirit or essential features of the present invention. Therefore, the embodiments should be regarded as exemplary and non-restrictive from any point of view, and the scope of the present invention is defined by the appended claims rather than the above description, and it is intended that all changes falling within the meaning and scope of the equivalent elements of the claims be included in the present invention. Any reference numeral in a claim should not be regarded as limiting the claim to which it relates.

[0051] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. A support assembly for a suspension, characterized in that: It includes a support member, a connecting member and a steering assembly; The steering components are arranged staggered relative to the support members; The steering assembly comprises a fixed portion and a rotating portion capable of rotating relative to the fixed portion; The connecting member is used to connect the fixed part of the steering assembly to the supporting member; The steering part of the steering assembly is used to connect with the wheel hub assembly; The fixed portion of the steering assembly can rotate relative to the support member; The steering assembly comprises a steering sleeve and a steering pin, wherein the steering pin is inserted into the steering sleeve, and the steering pin and the steering sleeve are connected via a bearing, wherein the steering sleeve is a fixed part of the steering assembly, and the steering pin is a rotating part of the steering assembly; The support member includes a support sleeve and an adjustment pin; The adjusting pin is connected in the supporting sleeve via a bearing; The connecting member comprises a first connecting member and a second connecting member; The first connecting member is a Z-shaped structure, the right end of the first connecting member is fixedly connected to the upper part of the steering sleeve, and the left end of the first connecting member is fixedly connected to the upper end of the adjusting pin; The inner end of the second connecting member is connected to the lower end of the steering sleeve, and the outer end of the second connecting member is fixedly connected to the lower end of the adjusting pin.

2. An all-terrain vehicle suspension structure, characterized in that: It includes a suspension swing arm, a shock absorber assembly, a shock absorbing rubber assembly, and the suspension support assembly according to claim 1; The inner end of the suspension swing arm is hinged on the shock-absorbing rubber assembly, and the two outer ends of the suspension swing arm are respectively provided with a group of suspension support components, and the shock absorber assembly is connected between the suspension swing arm and the vehicle frame.

3. The all-terrain vehicle suspension structure according to claim 2, characterized in that: The lower end of the kingpin is used to connect to the wheel hub assembly, and the inner end of the steering knuckle arm is connected to the upper end of the kingpin; The steering shaft drives the steering center arm to rotate, a steering tie rod is connected between the steering knuckle arm and the steering center arm, and the outer end of the steering tie rod is hinged to the outer end ball head of the steering knuckle arm; The steering center arm drives the steering knuckle arm to swing through the steering tie rod, and the steering knuckle arm drives the steering pin to rotate.

Images